US20060113503A1 - Bounce-free magnet actuator for injection valves - Google Patents
Bounce-free magnet actuator for injection valves Download PDFInfo
- Publication number
- US20060113503A1 US20060113503A1 US10/538,915 US53891505A US2006113503A1 US 20060113503 A1 US20060113503 A1 US 20060113503A1 US 53891505 A US53891505 A US 53891505A US 2006113503 A1 US2006113503 A1 US 2006113503A1
- Authority
- US
- United States
- Prior art keywords
- magnet
- face
- damping
- armature
- core
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002347 injection Methods 0.000 title description 11
- 239000007924 injection Substances 0.000 title description 11
- 238000013016 damping Methods 0.000 claims abstract description 145
- 239000000446 fuel Substances 0.000 claims abstract description 43
- 239000000696 magnetic material Substances 0.000 claims abstract description 18
- 239000000463 material Substances 0.000 claims description 9
- 239000012530 fluid Substances 0.000 abstract description 8
- 239000012762 magnetic filler Substances 0.000 description 11
- 230000033001 locomotion Effects 0.000 description 10
- 238000002485 combustion reaction Methods 0.000 description 9
- 230000000694 effects Effects 0.000 description 7
- 238000009826 distribution Methods 0.000 description 6
- 230000009471 action Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 239000002283 diesel fuel Substances 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 238000003754 machining Methods 0.000 description 2
- 238000004804 winding Methods 0.000 description 2
- 230000003321 amplification Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000006260 foam Substances 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 238000004321 preservation Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/166—Selection of particular materials
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M51/00—Fuel-injection apparatus characterised by being operated electrically
- F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
- F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
- F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
- F02M51/0635—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a plate-shaped or undulated armature not entering the winding
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/30—Fuel-injection apparatus having mechanical parts, the movement of which is damped
- F02M2200/304—Fuel-injection apparatus having mechanical parts, the movement of which is damped using hydraulic means
Definitions
- actuators In fuel injection valves, actuators are used, such as piezoelectric actuators or magnet valves. Triggering the actuators initiates a pressure relief of a control chamber, causing an injection valve to open, so that fuel can be injected into the combustion chamber of an internal combustion engine.
- magnet valves have the property of tending to bounce, and as a result the performance graph for the quantity, that is, the injection quantity, can vary so much relative to the triggering time that it is only conditionally suitable for reproduction or for compensation functions.
- European Patent Disclosure EP 0 562 046 B1 discloses an actuation and valve assembly with damping for an electronically controlled injection unit.
- the actuation and valve assembly for a hydraulic unit has an electrically excitable electromagnet assembly with a fixed stator and a movable armature.
- the armature includes a first and a second surface.
- the first and second surfaces of the armature define a first and second hollow chamber, and the first surface of the armature is oriented toward the stator.
- a valve is provided which is connected to the armature.
- the valve is capable of carrying a hydraulic actuating fluid from a sump to the injection system.
- a damping fluid can be collected there relative to one of the hollow chambers of the electromagnet assembly and drained away from there again.
- German Patent Disclosure DE 101 23 910.6 pertains to a fuel injection system.
- This system is used in an internal combustion engine.
- the combustion chambers of the engine are supplied with fuel via fuel injectors.
- the fuel injectors are acted upon in turn via a high-pressure source; moreover, the fuel injection system includes a pressure booster which has a movable pressure booster piston.
- This piston divides a chamber that can be connected to the high-pressure source from a high-pressure chamber that communicates with the fuel injector.
- the high fuel pressure in the high-pressure chamber can be varied, by filling a back chamber of a pressure boosting device or by evacuating fuel from this back chamber of the fuel booster.
- the stroke length is defined by stop sleeves, to name one example.
- the stroke of the magnet valve can be defined by the two seats. In such magnet valves, bouncing can occur at the first, upper seat. The same is true for a valve that is open when without current and that has only one seat. If stop sleeves are received in the magnet core, they surround a closing spring that acts on the magnet armature. By means of a stop sleeve, the precise adjustment of a remanent air gap between the magnet core and the magnet armature, or its armature plate, can be accomplished.
- the armature comes to strike one face end of the stop sleeve, which is called armature bouncing.
- the armature bouncing on the stop sleeve has effects on the quantity performance graph, or in other words the injection quantity of fuel, relative to the triggering duration of a magnet coil of a magnet valve that actuates a fuel injector.
- the effects of armature bouncing on the quantity performance graph are wanted, such as if a preinjection quantity plateau is desired for a phase of preinjection into the combustion chamber.
- a quantity performance graph that has a preinjection quantity plateau is extremely unfavorable.
- the armature bouncing that affects the quantity performance graph of a fuel injector is reduced considerably, by the creation of a surface area that builds up a damping force.
- a targeted increase in the damping can be achieved.
- the damping face embodied on the side of the magnet core toward the magnet armature, is made of non-magnetic material, such as plastic.
- Plastic material has the advantage that it can easily be worked. This material can either be glued to the magnet core or cast on it.
- the easy workability of the plastic material also offers the advantage that the damping performance can be adjusted in a targeted way by the embodiment of an angle relative to the plane end face of the magnet armature. In principle, all materials that have no or only slight effects on the magnetic circuit can be used to produce the damping face.
- the damping face can extend on the face end of the magnet core toward the magnet armature both parallel to this face end and at a damping adjustment angle, relative to the end face of the magnet armature.
- the desired damping behavior can be established by the choice of the damping adjustment angle.
- this damping chamber can also narrow increasingly outward, in terms of the radial direction, relative to the axis of symmetry of the magnet coil and of the magnet armature.
- An unwanted, premature outflow of the damping fluid (such as fuel) from the hydraulic damping chamber can be attained by the embodiment of a luglike protrusion on the outside radius of the hydraulic damping chamber.
- the luglike protrusion Upon fast opening of the magnet armature, the luglike protrusion acts as a throttling element, and upon an upward motion of the magnet armature, it effects throttling of the flow of the actuating fluid, such as fuel or Diesel fuel, from the hydraulic damping chamber upon opening of the magnet armature.
- the magnetic properties of the magnet valve in particular, the preservation of the remanent air gap—remain unimpaired.
- FIG. 1 a magnet valve whose stroke length is defined by a stop sleeve
- FIG. 3 a magnet core with a stop sleeve located on the outside;
- FIG. 4 pressure distributions in the hydraulic damping chamber, in the variant embodiments of FIGS. 2 and 3 ;
- FIG. 5 the comparison of damping forces that are established in the variant embodiments of FIGS. 2 and 3 ;
- FIG. 6 a variant embodiment of a magnet core without a stop sleeve.
- FIG. 1 shows a magnet valve of the prior art, whose stroke length is defined by a stop sleeve.
- Reference numeral 13 indicates a remanent air gap, which defines the spacing between the second end face 5 of the magnet core 2 and the face end 12 of the armature plate 11 of the magnet armature 10 .
- the magnet coil 3 is let in on the lower region of the magnet core 2 , establishing an annularly configured free space 14 between the underside of the magnet coil and the second end face 5 of the magnet core 2 .
- the stroke of the magnet valve 1 is defined via the stop sleeve 7 ; that is, the face end 8 of the stop sleeve 7 acts as a stop face for the face end 12 of the armature plate 11 of the magnet armature 10 , when the magnet valve opens in response to an excitation of the magnet coil 3 and moves upward—in the direction of the stop sleeve 7 .
- the remaining remanent air gap 13 between the first end face 5 of the magnet core 2 and the face end 12 of the armature plate 11 can be adjusted with extreme precision.
- a fluid such as Diesel oil or some other type of fuel
- a fluid such as Diesel oil or some other type of fuel
- the damping force generated at the face end 8 by the expelled fuel volume does not suffice to prevent bouncing of the magnet armature 10 , that is, of the face end 12 of the armature plate 11 , on the face end 8 of the stop sleeve 7 .
- the result is an impact of the face end 12 of the armature plate 11 of the magnet armature 10 on the face end 8 of the stop sleeve 7 and recoiling.
- the armature bouncing of a magnet armature 10 has a major influence on the flight time of the magnet armature from the onset of opening until the ensuing closure of the magnet valve.
- the fuel volume diverted from a control chamber of the fuel injector is subjected to fluctuations, which can lead to imprecisions in terms of the generation of a reciprocating motion—whether it is an opening or a closing motion—of an injection valve member provided in the fuel injector.
- a magnet core 2 is seen, shown in half section relative to its axis of symmetry.
- the magnet core 2 shown in FIG. 2 has both a first end face 4 and a second end face 5 .
- the magnet coil 3 is let into the interior of the magnet core 2 .
- the bore 6 in which the stop sleeve 7 is received is embodied on the magnet core 2 .
- the diameter of the bore 6 of the magnet core 2 is identical to an outside diameter 28 of the stop sleeve 7 .
- the stop sleeve 7 in turn includes a closing spring 9 , of which only one winding is shown here in section, and which urges a magnet armature 10 , shown only in fragmentary form in FIG. 2 , in the closing direction.
- FIG. 2 shows only the armature plate 11 , whose face end is identified by reference numeral 12 .
- an outlet gap 18 for fuel forms between the face end 8 of the stop sleeve 7 and the face end 12 of the armature plate 11 of the magnet armature 10 .
- the outlet gap 18 extending annularly between the face end 8 of the stop sleeve 7 and the face end 12 of the armature plate 11 of the magnet armature 10 , discharges into a radially extending hydraulic damping chamber 31 .
- the hydraulic damping chamber 31 is defined toward the magnet core 2 , on the second end face 5 thereof, by a damping face 20 , which begins at the outside diameter 28 of the stop sleeve 7 and extends as far as the circumference 27 of the magnet core 2 . Moreover, the hydraulic damping chamber 31 is defined by the face end 12 of the armature plate 11 of the magnet armature 10 .
- the damping face 20 toward the magnet armature comprises a non-magnetic material 16 , such as plastic material, so as not to impair the magnetic properties of the magnet valve 1 .
- the attainable damping force can be adjusted by means of the geometry of the damping face 20 , which generates a damping force that counteracts the opening motions of the armature plate 11 of the magnet armature 10 .
- the damping face 20 that defines the hydraulic damping chamber 31 can at a constant spacing 15 ; that is, fuel emerging parallel to the face end 12 of the armature plate 11 and to the face end 8 of the stop sleeve 7 enters the hydraulic damping chamber 31 .
- the hydraulic damping chamber 31 has a constant cross section extending in the radial direction.
- a further variant embodiment of a hydraulic damping chamber 31 provides that a luglike protrusion 32 be made on the damping face 20 , on the second end face 5 of the magnet core 2 .
- This luglike protrusion 32 on the second end face 5 of the magnet core 2 when the armature plate 11 of the magnet armature 10 moves upward in the opening direction, effects throttling of the fuel volume flowing out of the hydraulic damping chamber 31 , as a result of which the damping force acting on the magnet armature 10 , that is, on its armature plate 11 , can be increased, since the throttle restriction between the end face 12 of the armature plate 11 and the luglike protrusion 32 becomes smaller and smaller in the course of the opening motion of the magnet armature 10 .
- the fuel volume entering the hydraulic damping chamber 31 through the outlet gap 18 is capable of flowing out of this chamber only in delayed fashion, so that inside the hydraulic damping chamber 31 , a damping volume that develops a damping action remains.
- the outlet opening for the fuel volume flowing out of the damping chamber is identified by reference numeral 35 .
- the damping face 20 which is made of a non-magnetic material 16 , may be either glued to the second end face 5 of the magnet core 2 or cast on the second end face 5 of the magnet core 2 . If the damping face 20 is made of a non-magnetic material 16 such as plastic material, then by suitable working of the damping face 20 , such as grinding machining, the angle 17 that definitively affects the damping behavior can be adjusted in a targeted way.
- the damping face 20 on the second end face 5 of the magnet core 2 includes a first annular face portion 21 , which extends from the outside radius 28 of the stop sleeve 7 to the inside radius 25 of the magnet coil 3 inside the magnet core 2 .
- the damping face 20 furthermore includes a second annular face portion 22 , which extends from the inside radius 25 of the magnet coil 3 to its outside radius 26 , and a third annular face portion 23 , which extends from the outside radius 26 of the magnet coil 3 inside the magnet core 2 to the outer circumference 27 of the magnet core 2 .
- the aforementioned luglike protrusion 32 that develops a throttling action can be embodied on the damping face 20 that defines the annularly configured hydraulic damping chamber 31 ; with the face end 12 of the armature plate 11 , this protrusion defines an outlet opening 35 , whose opening cross section is dependent on the stroke length and the speed of motion of the magnet armature 10 .
- the luglike protrusion 32 of the damping face 20 on the second end face 5 of the magnet core 2 is preferably attached from above the outer edge of the armature plate 11 of the magnet armature 10 .
- a throttle restriction is formed which decreases continuously in size during the opening motion of the magnet armature 10 or armature plate 11 , so that the outflowing fluid 31 , when the magnet armature 10 or armature plate 11 is opening, is forced as a result to flow out through a constantly decreasing cross section in the radial direction.
- the damping force attainable with reference numeral 19 is markedly higher than when there is an unhindered outflow of the fuel volume from the hydraulic damping chamber 31 in the radial direction. Because the damping face 20 that creates the damping force 19 and defines the hydraulic damping chamber 31 is made of a non-magnetic material 16 , the magnetic properties of the magnet valve 1 remain unchanged. The damping face 20 is located in the remanent air gap 13 between the second end face 5 of the magnet core 2 and the face end 12 of the armature plate 11 of the magnet armature 10 (see the view in FIG. 1 ).
- the damping face 20 is embodied of a non-magnetic material 16 in the remanent air gap 13 of the magnet valve 1 , the surface area that creates the damping force 19 can be designed such that a targeted amplification of the damping force 19 is established. If a non-magnetic material 16 such as plastic is cast on the second end face 5 of the magnet core 2 , then the bouncing behavior of the magnet armature 10 or armature plate 11 can be adjusted in a targeted way by adjusting the angle 17 by means of simple grinding machining.
- FIG. 3 a magnet core with a stop sleeve located on the outside can be seen.
- the magnet core 2 includes a first, upper end face and a second, lower end face 5 .
- a magnet coil 3 is received in the magnet core 2 , in the recess 24 .
- the magnet core 2 as shown in FIG. 3 is surrounded by a stop sleeve 7 that surrounds the outer circumference 27 of the magnet core 2 .
- the end face of the stop sleeve 7 is indicated by reference numeral 8 .
- the magnet core 2 which is embodied essentially annularly, surrounds a closing spring 9 , of which only one winding is shown in FIG. 3 .
- the armature plate 11 of a magnet armature is located below the magnet core 2 .
- the armature plate 11 has a face end 12 .
- a non-magnetic filler 16 is received on the second end face 5 of the magnet core 2 , and its damping face 20 together with the face end 12 of the armature plate 11 defines the hydraulic damping chamber 31 .
- the non-magnetic filler 16 extends on the second end face 5 of the magnet core 2 over a first annular face portion 21 , over a second annular face portion 22 adjoining the first, and through a third annular face portion 23 .
- the non-magnetic filler 16 has a first step 29 and a second step 30 and can be cast or glued onto the second end face 5 of the magnet core 2 .
- the steps 29 and 30 of the non-magnetic filler 16 form a first edge 33 and a second edge 34 , respectively, which engage the recess 24 in the magnet core 2 and secure the non-magnetic filler 16 radially relative to the magnet core 2 by positive engagement.
- the non-magnetic filler 16 is disposed on the second end face 5 of the magnet core 2 such that a damping adjustment angle 17 is created which extends conversely to the damping adjustment angle 17 shown in FIG. 2 .
- the hydraulic damping chamber 31 thus narrows, viewed in the radial direction, toward the stop sleeve 7 that surrounds the magnet core 2 in its outer circumference 27 .
- the outside radius of the stop sleeve 7 as shown in FIG. 3 is identified—relative to the line of symmetry—by reference numeral 28 . 2 .
- the damping force 19 which results because of the inflow of fuel into the hydraulic damping chamber 31 that becomes narrower outward, shown in the variant embodiment of FIG. 3 , is indicated by reference numeral 19 .
- the spacing 15 identifies the gap height through which fuel flows into the hydraulic damping chamber 15 from the inside of the hydraulic damping chamber 31 .
- FIG. 4 compares pressure distributions in the hydraulic damping chamber in the variant embodiments of FIG. 2 and FIG. 3 .
- a first course of the pressure distribution 40 is established, which is distinguished by a first maximum 41 located farther inward in the radial direction of the hydraulic damping chamber 31 .
- the maximum 41 is located approximately inside the first annular face portion 21 as shown in FIG. 2 .
- a second course of the pressure distribution 42 which is characterized by a second maximum 43 .
- the second maximum 43 of the variant embodiment of FIG. 3 is located inside the third annular face portion 23 ; that is, it is located where the hydraulic damping chamber 31 is most severely narrowed.
- FIG. 5 shows a comparison of the courses of the damping force that are established in the variant embodiments of FIGS. 2 and 3 .
- the damping force 19 that is established in the hydraulic damping chamber 31 of the variant embodiment in FIG. 2 is identified by reference numeral 44 .
- the course of the damping force established in the hydraulic damping chamber 31 in FIG. 3 is identified by reference numeral 45 .
- the level of the damping force established in the hydraulic damping chamber 31 represented by the first course 44 of the damping force is considerably below the level of the damping force 19 in the second course 45 of the damping force that can be attained with the variant embodiment of FIG. 3 .
- FIG. 6 shows a variant embodiment of a magnet core that is embodied without a stop sleeve.
- the second end face 5 of the magnet core 2 is embodied as essentially plane.
- the magnet coil 3 is let into the recess 24 of the magnet core 2 .
- the magnet coil 3 does not, however, completely fill the recess 24 in the magnet core 2 .
- a non-magnetic filler 16 is cast or glued into the openings in the recess 24 on the second end face 5 of the magnet core 2 and represents a damping face 20 that extends in plane form relative to the face end 12 of the armature plate 11 .
- the non-magnetic filler 16 in the variant embodiment shown in FIG. 6 also has a first step 29 and a second step 30 .
- the hydraulic damping chamber 31 has a cross section that extends outward constantly in the radial direction relative to the line of symmetry shown.
- the hydraulic damping chamber 31 extends at a constant height through the annular face portions 21 , 22 and 23 .
- the hydraulic damping chamber 31 is operative only whenever pure liquid is located in the hydraulic damping chamber 31 . If there is air or a mixture of air and liquid there, such as foam, then the attainable hydraulic damping, and in particular the first and second courses of the damping force 44 and 45 shown in FIG. 5 , are impaired severely.
- the quantity performance graph of a fuel injector can be improved considerably, and in particular, a quantity performance graph free of plateaus can be brought about. If a characteristic curve for a particular high-pressure level within a family of characteristic curves has a preinjection plateau, and if within this preinjection plateau the triggering duration is changed, then the quantity of fuel injected into the combustion chamber of the self-igniting internal combustion engine remains constant.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Fuel-Injection Apparatus (AREA)
- Magnetically Actuated Valves (AREA)
Abstract
The invention relates to a magnet valve for actuating a fuel injector, having a magnet core and a magnet coil received in the core. A closing spring acts on the magnet armature in the closing direction. An outlet gap for an actuating fluid is formed between a face end of the stop sleeve, oriented toward the magnet armature, and the magnet armature itself. The outlet gap discharges into a hydraulic damping chamber, which is defined by a face end of the magnet armature and by a damping face of the non-magnetic material.
Description
- In fuel injection valves, actuators are used, such as piezoelectric actuators or magnet valves. Triggering the actuators initiates a pressure relief of a control chamber, causing an injection valve to open, so that fuel can be injected into the combustion chamber of an internal combustion engine. However, magnet valves have the property of tending to bounce, and as a result the performance graph for the quantity, that is, the injection quantity, can vary so much relative to the triggering time that it is only conditionally suitable for reproduction or for compensation functions.
- European
Patent Disclosure EP 0 562 046 B1 discloses an actuation and valve assembly with damping for an electronically controlled injection unit. The actuation and valve assembly for a hydraulic unit has an electrically excitable electromagnet assembly with a fixed stator and a movable armature. The armature includes a first and a second surface. The first and second surfaces of the armature define a first and second hollow chamber, and the first surface of the armature is oriented toward the stator. A valve is provided which is connected to the armature. The valve is capable of carrying a hydraulic actuating fluid from a sump to the injection system. A damping fluid can be collected there relative to one of the hollow chambers of the electromagnet assembly and drained away from there again. By means of a region of a valve needle protruding into a central bore, the fluidic communication of the damping fluid can be selectively opened and closed in proportion to the viscosity of this fluid. - German Patent Disclosure DE 101 23 910.6 pertains to a fuel injection system. This system is used in an internal combustion engine. The combustion chambers of the engine are supplied with fuel via fuel injectors. The fuel injectors are acted upon in turn via a high-pressure source; moreover, the fuel injection system includes a pressure booster which has a movable pressure booster piston. This piston divides a chamber that can be connected to the high-pressure source from a high-pressure chamber that communicates with the fuel injector. The high fuel pressure in the high-pressure chamber can be varied, by filling a back chamber of a pressure boosting device or by evacuating fuel from this back chamber of the fuel booster.
- In magnet valves of the prior art, the stroke length is defined by stop sleeves, to name one example. In addition, in magnet valves that have two seats, the stroke of the magnet valve can be defined by the two seats. In such magnet valves, bouncing can occur at the first, upper seat. The same is true for a valve that is open when without current and that has only one seat. If stop sleeves are received in the magnet core, they surround a closing spring that acts on the magnet armature. By means of a stop sleeve, the precise adjustment of a remanent air gap between the magnet core and the magnet armature, or its armature plate, can be accomplished. In fast opening of the magnet valve, which is desired, the armature comes to strike one face end of the stop sleeve, which is called armature bouncing. The armature bouncing on the stop sleeve has effects on the quantity performance graph, or in other words the injection quantity of fuel, relative to the triggering duration of a magnet coil of a magnet valve that actuates a fuel injector. In some applications, the effects of armature bouncing on the quantity performance graph are wanted, such as if a preinjection quantity plateau is desired for a phase of preinjection into the combustion chamber. However, in conjunction with regulating a preinjection quantity, as will be needed for fuel injection systems expected in the future, a quantity performance graph that has a preinjection quantity plateau is extremely unfavorable.
- With the embodiment proposed according to the invention, the armature bouncing that affects the quantity performance graph of a fuel injector is reduced considerably, by the creation of a surface area that builds up a damping force. Although in previously employed embodiments only the end face of a stop sleeve and the end face of a magnet core were available as a surface area that generates a damping force, with the embodiment proposed according to the invention a targeted increase in the damping can be achieved.
- The damping face, embodied on the side of the magnet core toward the magnet armature, is made of non-magnetic material, such as plastic. Plastic material has the advantage that it can easily be worked. This material can either be glued to the magnet core or cast on it. The easy workability of the plastic material also offers the advantage that the damping performance can be adjusted in a targeted way by the embodiment of an angle relative to the plane end face of the magnet armature. In principle, all materials that have no or only slight effects on the magnetic circuit can be used to produce the damping face.
- The damping face can extend on the face end of the magnet core toward the magnet armature both parallel to this face end and at a damping adjustment angle, relative to the end face of the magnet armature. The desired damping behavior can be established by the choice of the damping adjustment angle. Besides a hydraulic damping chamber that opens outward in the radial direction, this damping chamber can also narrow increasingly outward, in terms of the radial direction, relative to the axis of symmetry of the magnet coil and of the magnet armature. An unwanted, premature outflow of the damping fluid (such as fuel) from the hydraulic damping chamber can be attained by the embodiment of a luglike protrusion on the outside radius of the hydraulic damping chamber. Upon fast opening of the magnet armature, the luglike protrusion acts as a throttling element, and upon an upward motion of the magnet armature, it effects throttling of the flow of the actuating fluid, such as fuel or Diesel fuel, from the hydraulic damping chamber upon opening of the magnet armature. By means of the choice of a non-magnetic material, the magnetic properties of the magnet valve—in particular, the preservation of the remanent air gap—remain unimpaired.
- The invention is described in further detail below in conjunction with the drawing.
- Shown are:
-
FIG. 1 , a magnet valve whose stroke length is defined by a stop sleeve; -
FIG. 2 , a magnet valve embodied according to the invention, with a magnet core which has a surface area that generates a damping force; -
FIG. 3 , a magnet core with a stop sleeve located on the outside; -
FIG. 4 , pressure distributions in the hydraulic damping chamber, in the variant embodiments ofFIGS. 2 and 3 ; -
FIG. 5 , the comparison of damping forces that are established in the variant embodiments ofFIGS. 2 and 3 ; and -
FIG. 6 , a variant embodiment of a magnet core without a stop sleeve. -
FIG. 1 shows a magnet valve of the prior art, whose stroke length is defined by a stop sleeve. - A magnet valve 1, which is used to actuate a fuel injector for self-igniting internal combustion engines, includes a
magnet core 2. Amagnet coil 3 is let into themagnet core 2. Themagnet core 2 includes afirst end face 4 and asecond end face 5 that points toward amagnet armature 10. Abore 6 is embodied in themagnet core 2, and astop sleeve 7 is let into the bore. Aface end 8 is embodied on the lower end of thestop sleeve 7 and forms a stop for oneface end 12 of anarmature plate 11 of themagnet armature 10. Thestop sleeve 7 surrounds aclosing spring 9, which urges theface end 12 of themagnet armature 10 in the closing direction. Theface end 12 of themagnet armature 10 is embodied on itsarmature plate 11. In the variant embodiment of the magnet valve known from the prior art, themagnet armature 10 is embodied as a one-piece armature; that is, thearmature plate 11 and the armature bolt of themagnet armature 10 form a single component. Alternatively, thearmature plate 11 of themagnet armature 10 may also be embodied displaceably on the armature bolt. In that case, or in other words with a magnet armature embodied in two parts, thearmature plate 11 is acted upon via a spring element which surrounds the armature bolt. -
Reference numeral 13 indicates a remanent air gap, which defines the spacing between thesecond end face 5 of themagnet core 2 and theface end 12 of thearmature plate 11 of themagnet armature 10. In the variant embodiment, shown inFIG. 1 , of a magnet valve 1 with astop sleeve 7, themagnet coil 3 is let in on the lower region of themagnet core 2, establishing an annularly configuredfree space 14 between the underside of the magnet coil and thesecond end face 5 of themagnet core 2. The annularly configuredfree space 14 between the underside of themagnet coil 3 and theend face 12 of thearmature plate 11 of themagnet armature 10 exceeds theremanent air gap 13; the spacing between themagnet coil 3 and the top 12 of thearmature plate 11 is identified byreference numeral 15. - In the variant embodiment of a magnet valve shown in
FIG. 1 , the stroke of the magnet valve 1 is defined via thestop sleeve 7; that is, theface end 8 of thestop sleeve 7 acts as a stop face for theface end 12 of thearmature plate 11 of themagnet armature 10, when the magnet valve opens in response to an excitation of themagnet coil 3 and moves upward—in the direction of thestop sleeve 7. Via the relative position of thestop sleeve 7 to themagnet core 2, the remainingremanent air gap 13 between thefirst end face 5 of themagnet core 2 and theface end 12 of thearmature plate 11 can be adjusted with extreme precision. On the other hand, upon the desired fast opening of the magnet valve 1—the opening motion of themagnet armature 10 upon excitation of themagnet coil 3—theface end 12 of themagnet armature 10 strikes (bounces on) theface end 8 of thestop sleeve 7. This phenomenon, also called armature bouncing, has effects on the quantity performance graph, that is, on the injected fuel quantity, plotted over the triggering duration of themagnet coil 3. In the variant embodiment of the magnet valve known from the prior art and shown inFIG. 1 , upon opening of the magnet valve 1 a fluid—such as Diesel oil or some other type of fuel—is expelled out of the narrow gap between theface end 8 of thestop sleeve 7 and theface end 12, which upon opening of themagnet armature 10 moves toward theface end 8 of thestop sleeve 7. This creates a force that damps the upward motion of themagnet armature 10. However, since theface end 8 of thestop sleeve 7 is very small, the damping force generated at theface end 8 by the expelled fuel volume does not suffice to prevent bouncing of themagnet armature 10, that is, of theface end 12 of thearmature plate 11, on theface end 8 of thestop sleeve 7. The result is an impact of theface end 12 of thearmature plate 11 of themagnet armature 10 on theface end 8 of thestop sleeve 7 and recoiling. The armature bouncing of amagnet armature 10 has a major influence on the flight time of the magnet armature from the onset of opening until the ensuing closure of the magnet valve. Because of the flight time of themagnet armature 10, influenced by the armature bouncing, from the onset of opening until the ensuing closure of themagnet armature 10, the fuel volume diverted from a control chamber of the fuel injector is subjected to fluctuations, which can lead to imprecisions in terms of the generation of a reciprocating motion—whether it is an opening or a closing motion—of an injection valve member provided in the fuel injector. -
FIG. 2 shows a magnet valve embodied according to the invention, with a magnet core which has a surface area that generates a damping force. - In
FIG. 2 , amagnet core 2 is seen, shown in half section relative to its axis of symmetry. Analogously to themagnet core 2 as shown inFIG. 1 , themagnet core 2 shown inFIG. 2 has both afirst end face 4 and asecond end face 5. Themagnet coil 3 is let into the interior of themagnet core 2. Moreover, thebore 6 in which thestop sleeve 7 is received is embodied on themagnet core 2. The diameter of thebore 6 of themagnet core 2 is identical to an outside diameter 28 of thestop sleeve 7. Thestop sleeve 7 in turn includes aclosing spring 9, of which only one winding is shown here in section, and which urges amagnet armature 10, shown only in fragmentary form inFIG. 2 , in the closing direction. - Of the
magnet armature 10 shown inFIG. 1 ,FIG. 2 shows only thearmature plate 11, whose face end is identified byreference numeral 12. Upon opening of themagnet armature 10, anoutlet gap 18 for fuel forms between theface end 8 of thestop sleeve 7 and theface end 12 of thearmature plate 11 of themagnet armature 10. According to the invention, theoutlet gap 18, extending annularly between theface end 8 of thestop sleeve 7 and theface end 12 of thearmature plate 11 of themagnet armature 10, discharges into a radially extending hydraulic dampingchamber 31. - The hydraulic damping
chamber 31 is defined toward themagnet core 2, on thesecond end face 5 thereof, by a dampingface 20, which begins at the outside diameter 28 of thestop sleeve 7 and extends as far as thecircumference 27 of themagnet core 2. Moreover, the hydraulic dampingchamber 31 is defined by theface end 12 of thearmature plate 11 of themagnet armature 10. The dampingface 20 toward the magnet armature comprises anon-magnetic material 16, such as plastic material, so as not to impair the magnetic properties of the magnet valve 1. The attainable damping force can be adjusted by means of the geometry of the dampingface 20, which generates a damping force that counteracts the opening motions of thearmature plate 11 of themagnet armature 10. - On the
second end face 5 of themagnet core 2, which faces theface end 12 of thearmature plate 11 of themagnet armature 10, the dampingface 20 that defines the hydraulic dampingchamber 31 can at aconstant spacing 15; that is, fuel emerging parallel to theface end 12 of thearmature plate 11 and to theface end 8 of thestop sleeve 7 enters the hydraulic dampingchamber 31. In this variant embodiment, the hydraulic dampingchamber 31 has a constant cross section extending in the radial direction. - In a further variant embodiment of the hydraulic damping
chamber 31, the dampingface 20 may be embodied at anangle 17 on thesecond end face 5 of themagnet core 2. In this variant embodiment, the spacing between theface end 12 of thearmature plate 11 of themagnet armature 10 and the dampingface 20 on thesecond face end 5 of themagnet core 2 increases continuously in the radial direction. As a result, it is attained that the fuel flowing into the hydraulic dampingchamber 31 from theoutlet gap 18 generates a damping force, counteracting the opening motion of thearmature plate 11 of themagnet armature 10, that is greater than the damping force that can be generated by only theface end 8 of the stop sleeve 7 (as shown inFIG. 1 ). By the choice of theangle 17, the surface area that generates the damping force can be increased, and as a result, the damping force that counteracts the opening motion of themagnet armature 10 or of the armature plate 1 can also be increased considerably. - A further variant embodiment of a hydraulic damping
chamber 31 provides that aluglike protrusion 32 be made on the dampingface 20, on thesecond end face 5 of themagnet core 2. Thisluglike protrusion 32 on thesecond end face 5 of themagnet core 2, when thearmature plate 11 of themagnet armature 10 moves upward in the opening direction, effects throttling of the fuel volume flowing out of the hydraulic dampingchamber 31, as a result of which the damping force acting on themagnet armature 10, that is, on itsarmature plate 11, can be increased, since the throttle restriction between theend face 12 of thearmature plate 11 and theluglike protrusion 32 becomes smaller and smaller in the course of the opening motion of themagnet armature 10. Because of the reduction in size of the throttle restriction, that is, of the spacing between theface end 12 of thearmature plate 11 and theluglike protrusion 32, the fuel volume entering the hydraulic dampingchamber 31 through theoutlet gap 18 is capable of flowing out of this chamber only in delayed fashion, so that inside the hydraulic dampingchamber 31, a damping volume that develops a damping action remains. The outlet opening for the fuel volume flowing out of the damping chamber is identified byreference numeral 35. - The damping
face 20, which is made of anon-magnetic material 16, may be either glued to thesecond end face 5 of themagnet core 2 or cast on thesecond end face 5 of themagnet core 2. If the dampingface 20 is made of anon-magnetic material 16 such as plastic material, then by suitable working of the dampingface 20, such as grinding machining, theangle 17 that definitively affects the damping behavior can be adjusted in a targeted way. - The damping
face 20 on thesecond end face 5 of themagnet core 2 includes a firstannular face portion 21, which extends from the outside radius 28 of thestop sleeve 7 to theinside radius 25 of themagnet coil 3 inside themagnet core 2. The dampingface 20 furthermore includes a secondannular face portion 22, which extends from theinside radius 25 of themagnet coil 3 to itsoutside radius 26, and a thirdannular face portion 23, which extends from theoutside radius 26 of themagnet coil 3 inside themagnet core 2 to theouter circumference 27 of themagnet core 2. Inside the thirdannular face portion 23, theaforementioned luglike protrusion 32 that develops a throttling action can be embodied on the dampingface 20 that defines the annularly configured hydraulic dampingchamber 31; with theface end 12 of thearmature plate 11, this protrusion defines anoutlet opening 35, whose opening cross section is dependent on the stroke length and the speed of motion of themagnet armature 10. - Inside the
magnet core 2 of the magnet valve 1 as shown inFIG. 2 , themagnet coil 3 is received in an annularly configuredrecess 24. On thesecond end face 5 of themagnet core 2, therecess 24 defines afirst edge 33 and asecond edge 34. In the annular chamber defined by thefirst edge 33 and thesecond edge 34, the damping face can be glued in or cast in by positive engagement, so that the damping face is fixed in the radial direction. In the case of the dampingface 20 shown inFIG. 2 and embodied at anangle 17 to theend face 12 of thearmature plate 11, thefirst edge 33 creates agraduation 29 of the dampingface 20 relative to thesecond end face 5 of themagnet core 2. Both the graduation and the fixation of the dampingface 20 on thesecond end face 5 of themagnet core 2 by thefirst edge 33 and thesecond edge 34 in the radial direction have the effect that the dampingface 20 of themagnet core 2 is received in stationary fashion, and when the fuel volume entering the hydraulic dampingchamber 31 from theoutlet gap 18 shoots in, the damping face remains reliably in position and does not migrate outward in the radial direction. Thegraduation face 20 that develops as shown inFIG. 2 relative to thesecond end face 5 of themagnet core 2 is especially effective if the dampingface 20 is made of anon-magnetic material 16, such as plastic material, that is cast on thesecond end face 5 of themagnet core 2. - As can also be learned from
FIG. 2 , theluglike protrusion 32 of the dampingface 20 on thesecond end face 5 of themagnet core 2 is preferably attached from above the outer edge of thearmature plate 11 of themagnet armature 10. As a result, upon the opening motion of thearmature plate 11 in the direction of theluglike protrusion 32, a throttle restriction is formed which decreases continuously in size during the opening motion of themagnet armature 10 orarmature plate 11, so that the outflowingfluid 31, when themagnet armature 10 orarmature plate 11 is opening, is forced as a result to flow out through a constantly decreasing cross section in the radial direction. Because of the remaining fuel volume in the hydraulic dampingchamber 31, the damping force attainable withreference numeral 19 is markedly higher than when there is an unhindered outflow of the fuel volume from the hydraulic dampingchamber 31 in the radial direction. Because the dampingface 20 that creates the dampingforce 19 and defines the hydraulic dampingchamber 31 is made of anon-magnetic material 16, the magnetic properties of the magnet valve 1 remain unchanged. The dampingface 20 is located in theremanent air gap 13 between thesecond end face 5 of themagnet core 2 and theface end 12 of thearmature plate 11 of the magnet armature 10 (see the view inFIG. 1 ). Because the dampingface 20 is embodied of anon-magnetic material 16 in theremanent air gap 13 of the magnet valve 1, the surface area that creates the dampingforce 19 can be designed such that a targeted amplification of the dampingforce 19 is established. If anon-magnetic material 16 such as plastic is cast on thesecond end face 5 of themagnet core 2, then the bouncing behavior of themagnet armature 10 orarmature plate 11 can be adjusted in a targeted way by adjusting theangle 17 by means of simple grinding machining. - In
FIG. 3 , a magnet core with a stop sleeve located on the outside can be seen. Themagnet core 2 includes a first, upper end face and a second,lower end face 5. Amagnet coil 3 is received in themagnet core 2, in therecess 24. Themagnet core 2 as shown inFIG. 3 is surrounded by astop sleeve 7 that surrounds theouter circumference 27 of themagnet core 2. The end face of thestop sleeve 7 is indicated byreference numeral 8. Themagnet core 2, which is embodied essentially annularly, surrounds aclosing spring 9, of which only one winding is shown inFIG. 3 . Thearmature plate 11 of a magnet armature is located below themagnet core 2. Thearmature plate 11 has aface end 12. Anon-magnetic filler 16 is received on thesecond end face 5 of themagnet core 2, and its dampingface 20 together with theface end 12 of thearmature plate 11 defines the hydraulic dampingchamber 31. - The
non-magnetic filler 16 extends on thesecond end face 5 of themagnet core 2 over a firstannular face portion 21, over a secondannular face portion 22 adjoining the first, and through a thirdannular face portion 23. Thenon-magnetic filler 16 has afirst step 29 and asecond step 30 and can be cast or glued onto thesecond end face 5 of themagnet core 2. Thesteps non-magnetic filler 16 form afirst edge 33 and asecond edge 34, respectively, which engage therecess 24 in themagnet core 2 and secure thenon-magnetic filler 16 radially relative to themagnet core 2 by positive engagement. - In the view in
FIG. 3 , thenon-magnetic filler 16 is disposed on thesecond end face 5 of themagnet core 2 such that a dampingadjustment angle 17 is created which extends conversely to the dampingadjustment angle 17 shown inFIG. 2 . The hydraulic dampingchamber 31 thus narrows, viewed in the radial direction, toward thestop sleeve 7 that surrounds themagnet core 2 in itsouter circumference 27. The outside radius of thestop sleeve 7 as shown inFIG. 3 is identified—relative to the line of symmetry—by reference numeral 28.2. The dampingforce 19, which results because of the inflow of fuel into the hydraulic dampingchamber 31 that becomes narrower outward, shown in the variant embodiment ofFIG. 3 , is indicated byreference numeral 19. The spacing 15 identifies the gap height through which fuel flows into the hydraulic dampingchamber 15 from the inside of the hydraulic dampingchamber 31. -
FIG. 4 compares pressure distributions in the hydraulic damping chamber in the variant embodiments ofFIG. 2 andFIG. 3 . - In the variant embodiment shown in
FIG. 2 of a hydraulic dampingchamber 31, which opens toward the outside in terms of the radial direction, a first course of thepressure distribution 40 is established, which is distinguished by a first maximum 41 located farther inward in the radial direction of the hydraulic dampingchamber 31. The maximum 41 is located approximately inside the firstannular face portion 21 as shown inFIG. 2 . By comparison, in the variant embodiment ofFIG. 3 , a second course of thepressure distribution 42, which is characterized by asecond maximum 43. Thesecond maximum 43 of the variant embodiment ofFIG. 3 is located inside the thirdannular face portion 23; that is, it is located where the hydraulic dampingchamber 31 is most severely narrowed. -
FIG. 5 shows a comparison of the courses of the damping force that are established in the variant embodiments ofFIGS. 2 and 3 . The dampingforce 19 that is established in the hydraulic dampingchamber 31 of the variant embodiment inFIG. 2 is identified byreference numeral 44. The course of the damping force established in the hydraulic dampingchamber 31 inFIG. 3 is identified byreference numeral 45. The level of the damping force established in the hydraulic dampingchamber 31 represented by thefirst course 44 of the damping force is considerably below the level of the dampingforce 19 in thesecond course 45 of the damping force that can be attained with the variant embodiment ofFIG. 3 . It is true of bothcourses armature plate 11 in the direction of themagnet core 2. An estimate of thecourses
from which, the following is true: - From the above equation, the volumetric flow in the pinch gap is found by integration to be
- The continuity equation leads to a differential equation for the pressure in the gap between the
armature plate 11 and themagnet core 2, in accordance with the following equation: - In this equation, v is the velocity [speed] of the magnet armature and p is the gap width: B=2π·r. For simple geometries, such as a conical gap as in
FIGS. 2 and 3 or a level gap inFIG. 6 , the differential equation can be solved analytically. -
FIG. 6 shows a variant embodiment of a magnet core that is embodied without a stop sleeve. - It can be seen from
FIG. 6 that thesecond end face 5 of themagnet core 2 is embodied as essentially plane. Themagnet coil 3 is let into therecess 24 of themagnet core 2. Themagnet coil 3 does not, however, completely fill therecess 24 in themagnet core 2. Anon-magnetic filler 16 is cast or glued into the openings in therecess 24 on thesecond end face 5 of themagnet core 2 and represents a dampingface 20 that extends in plane form relative to theface end 12 of thearmature plate 11. Thenon-magnetic filler 16 in the variant embodiment shown inFIG. 6 also has afirst step 29 and asecond step 30. Because of the graduation of thenon-magnetic filler 16, afirst edge 33 and asecond edge 34 are created, with which thenon-magnetic filler 16 is locked on the underside of therecess 24 by positive engagement on thesecond end face 5 of themagnet core 2. In this variant embodiment, the hydraulic dampingchamber 31 has a cross section that extends outward constantly in the radial direction relative to the line of symmetry shown. - Unlike the variant embodiment, shown in
FIGS. 2 and 3 , of a hydraulic dampingchamber 31 between themagnet core 2 and thearmature plate 11, the hydraulic dampingchamber 31 extends at a constant height through theannular face portions chamber 31 is operative only whenever pure liquid is located in the hydraulic dampingchamber 31. If there is air or a mixture of air and liquid there, such as foam, then the attainable hydraulic damping, and in particular the first and second courses of the dampingforce FIG. 5 , are impaired severely. - With the variant embodiments described above, whether they are the embodiment of a damping
face 20 extending parallel at aconstant spacing 15 between thesecond end face 5 and theface end 12 of the armature plate 1, or a dampingface 20 with anangle 17 or a dampingface 20 with aluglike protrusion 32, the quantity performance graph of a fuel injector can be improved considerably, and in particular, a quantity performance graph free of plateaus can be brought about. If a characteristic curve for a particular high-pressure level within a family of characteristic curves has a preinjection plateau, and if within this preinjection plateau the triggering duration is changed, then the quantity of fuel injected into the combustion chamber of the self-igniting internal combustion engine remains constant. The characteristic curves, established by the embodiment proposed according to the invention, for fuel pressures within a family of characteristic curves have a strongly monotonously increasing course, or in other words without any preinjection plateau. This in turn means that when the triggering duration is longer, more fuel will always be injected into the combustion chamber of the engine. This is the fundamental prerequisite for a zero-quantity calibration of a fuel injector. A plateau-free quantity performance graph is especially helpful in zero-quantity calibration of the fuel injector while the vehicle is in operation. Moreover, the embodiment proposed according to the invention of a hydraulic dampingchamber 31 between thesecond end face 5 of themagnet core 2 and theface end 12 of thearmature plate 11 of themagnet armature 10 makes it possible to reduce noise during operation of a fuel injector. -
- 1 Magnet valve
- 2 Magnet core
- 3 Magnet coil
- 4 First end face
- 5 Second end face
- 6 Bore
- 7 Stop sleeve
- 8 Face end
- 9 Closing spring
- 10 Magnet armature
- 11 Armature plate
- 12 Face end of armature plate
- 13 Remanent air gap
- 14 Free space
- 15 Spacing
- 16 Non-magnetic filler
- 17 Angle
- 18 Outlet gap
- 19 Damping force
- 20 Damping face
- 21 First annular face portion
- 22 Second annular face portion
- 23 Third annular face portion
- 24 Recess, magnet core
- 25 Inside radius, magnet coil
- 26 Outside radius, magnet coil
- 27 Outer circumference, magnet core
- 28.1 First outside radius, stop sleeve
- 28.2 Second outside radius, stop sleeve
- 29 First graduation
- 30 Second graduation
- 31 Hydraulic damping chamber
- 32 Luglike protrusion
- 33 First edge
- 34 Second edge
- 35 Outlet opening between 32 and 12
- 40 First course of pressure distribution
- 41 First pressure maximum
- 42 Second course of pressure distribution
- 43 Second pressure maximum
- 44 First damping force course
- 45 Second damping force course
Claims (21)
1-17. (canceled)
18. In a magnet valve for actuating a fuel injector, having a magnet core (2), in which a magnet coil (3) is received that surrounds a closing spring (9), which acts on a magnet armature (10), and between a face end (8) oriented toward the magnet armature (10) and the magnet armature (10), outlet openings (18, 35) are formed upon impact of the magnet armature (10), the improvement comprising a hydraulic damping chamber (31) defined by one face end (12) of the magnet armature (10) and by a damping face (20) of non-magnetic material (16).
19. The magnet valve of claim 18 , wherein the hydraulic damping chamber (31) extends in the radial direction.
20. The magnet valve of claim 18 , wherein the hydraulic damping chamber (31) is embodied as an annular chamber.
21. The magnet valve of claim 19 , wherein the damping face (20) is embodied of non-magnetic material (16) on the second end face (5), oriented toward the magnet armature (10), of the magnet core (2).
22. The magnet valve of claim 21 , wherein the damping face (20) extends on the second face end (5) of the magnet core (2) at a constant spacing (15) parallel from the end face (12) of the magnet core (2).
23. The magnet valve of claim 21 , wherein the damping face (20) extends in the second end face (5) of the magnet core (2) at an angle (17) relative to the end face (12) of the magnet armature (10).
24. The magnet valve of claim 21 , wherein the damping face (20), on the second face end (5) of the magnet core (2), has a luglike protrusion (32) that defines the hydraulic damping chamber (31).
25. The magnet valve of claim 18 , wherein the non-magnetic material (16) is a plastic material.
26. The magnet valve of claim 21 , wherein the non-magnetic material (16) is a plastic material.
27. The magnet valve of claim 18 , wherein the non-magnetic material (16) is glued to the second end face (5) of the magnet core (2).
28. The magnet valve of claim 21 , wherein the non-magnetic material (16) is glued to the second end face (5) of the magnet core (2).
29. The magnet valve of claim 26 , wherein the non-magnetic material (16) is glued to the second end face (5) of the magnet core (2).
30. The magnet valve of claim 18 , wherein the non-magnetic material (16) is cast on the second end face (5) of the magnet core (2).
31. The magnet valve of claim 19 , wherein the damping face (20) has a first annular face portion (21) in the radial direction.
32. The magnet valve of claim 19 , wherein the damping face (20) has a second annular face portion (22) in the radial direction, below the magnet coil (3) that is let into the magnet core (2).
33. The magnet valve of claim 31 , wherein the damping face (20) has a second annular face portion (22) in the radial direction, below the magnet coil (3) that is let into the magnet core (2), and wherein between the first annular face portion (21) and the second annular face portion (22), a graduation (29, 30) is formed.
34. The magnet valve of claim 24 , wherein the luglike protrusion (32) is embodied on a third annular face portion (23) of the damping face (20).
35. The magnet valve of claim 18 , wherein the damping face (20) extends on the second end face (5) of the magnet core (2) inside a remanent air gap (13) of the magnet valve (1).
36. The magnet valve of claim 23 , wherein the damping face (20) is embodied in the second end face (5) of the magnet core (2) in inclined fashion relative to the end face (12) of the magnet armature (10) by an angle (17) such that the hydraulic damping chamber (31) opens in the radial direction.
37. The magnet valve of claim 23 , wherein the damping face (20) is oriented on the second face end (5) of the magnet core (2) relative to the end face (12) of the magnet armature (10) at an angle (17) such that the cross section of the hydraulic damping chamber (31) narrows continuously in the radial direction.
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10258442.7 | 2002-12-13 | ||
DE10258442 | 2002-12-13 | ||
DE10305985A DE10305985A1 (en) | 2002-12-13 | 2003-02-13 | No-bounce magnetic actuator for injectors |
DE10305985.7 | 2003-02-13 | ||
PCT/DE2003/004111 WO2004055357A1 (en) | 2002-12-13 | 2003-12-12 | Bounce-free magnetic actuator for injection valves |
Publications (2)
Publication Number | Publication Date |
---|---|
US20060113503A1 true US20060113503A1 (en) | 2006-06-01 |
US7354027B2 US7354027B2 (en) | 2008-04-08 |
Family
ID=32598065
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/538,915 Expired - Fee Related US7354027B2 (en) | 2002-12-13 | 2003-12-12 | Bounce-free magnet actuator for injection valves |
Country Status (4)
Country | Link |
---|---|
US (1) | US7354027B2 (en) |
EP (1) | EP1576277A1 (en) |
JP (1) | JP2006509964A (en) |
WO (1) | WO2004055357A1 (en) |
Cited By (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070252100A1 (en) * | 2006-04-12 | 2007-11-01 | Mitsubishi Electric Corp. | Fuel injection valve |
US20090267008A1 (en) * | 2007-09-14 | 2009-10-29 | Cummins Intellectual Properties, Inc. | Solenoid actuated flow control valve including stator core plated with non-ferrous material |
US20100007224A1 (en) * | 2008-07-08 | 2010-01-14 | Caterpillar Inc. | Precision ground stator assembly for solenoid actuator and fuel injector using same |
US20110155103A1 (en) * | 2008-09-17 | 2011-06-30 | Hitachi Automotive Systems, Ltd. | Fuel Injection Valve for Internal Combustion Engine |
US8436704B1 (en) * | 2011-11-09 | 2013-05-07 | Caterpillar Inc. | Protected powder metal stator core and solenoid actuator using same |
CN104033300A (en) * | 2014-06-19 | 2014-09-10 | 中国第一汽车股份有限公司无锡油泵油嘴研究所 | Fuel injection valve |
US8839765B2 (en) | 2009-03-17 | 2014-09-23 | Robert Bosch Gmbh | Apparatus for injecting fuel into the combustion chamber of an internal combustion engine |
US9947449B2 (en) | 2012-08-22 | 2018-04-17 | Continental Automotive Gmbh | Electromagnetic actuator, valve, and injection pump |
US20180291851A1 (en) * | 2015-10-15 | 2018-10-11 | Continental Automotive Gmbh | Fuel Injection Valve With An Anti Bounce Device |
CN114635818A (en) * | 2022-03-09 | 2022-06-17 | 哈尔滨工程大学 | High-speed electromagnetic valve for realizing stable injection of common rail fuel injector by utilizing flexible hydraulic damping |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8316826B2 (en) * | 2009-01-15 | 2012-11-27 | Caterpillar Inc. | Reducing variations in close coupled post injections in a fuel injector and fuel system using same |
DE102010037922A1 (en) * | 2010-10-01 | 2012-04-05 | Contitech Vibration Control Gmbh | actuator |
DE102012215448B3 (en) * | 2012-08-31 | 2013-12-12 | Continental Automotive Gmbh | Injector for force injection in an internal combustion engine |
DE102012217322A1 (en) * | 2012-09-25 | 2014-06-12 | Robert Bosch Gmbh | Injector |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5238224A (en) * | 1992-08-20 | 1993-08-24 | Siemens Automotive L.P. | Dry coil |
US5634596A (en) * | 1994-06-01 | 1997-06-03 | Zexel Corporation | Fuel invasion preventer for solenoid fuel injection valve |
US5918818A (en) * | 1996-05-22 | 1999-07-06 | Denso Corporation | Electromagnetically actuated injection valve |
US5944053A (en) * | 1997-02-26 | 1999-08-31 | Ford Global Technologies, Inc. | Solenoid valve for heating systems |
US6764061B2 (en) * | 2001-06-28 | 2004-07-20 | Robert Bosch Gmbh | Solenoid valve for controlling an injection valve of an internal combustion engine |
US6848669B2 (en) * | 2001-09-04 | 2005-02-01 | Denso Corporation | Electromagnetic fluid controller |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3381918B2 (en) | 1991-10-11 | 2003-03-04 | キャタピラー インコーポレイテッド | Damping actuator and valve assembly for electronically controlled unit injector |
JPH09310650A (en) * | 1996-05-22 | 1997-12-02 | Denso Corp | Fuel injection valve |
JPH09317596A (en) * | 1996-05-24 | 1997-12-09 | Denso Corp | Fuel injection valve |
JPH1144275A (en) | 1997-07-03 | 1999-02-16 | Zexel Corp | Solenoid valve for fuel injection device |
JP2000265919A (en) * | 1999-03-16 | 2000-09-26 | Bosch Automotive Systems Corp | Solenoid fuel injection valve |
-
2003
- 2003-12-12 JP JP2005502406A patent/JP2006509964A/en active Pending
- 2003-12-12 EP EP03785564A patent/EP1576277A1/en not_active Withdrawn
- 2003-12-12 US US10/538,915 patent/US7354027B2/en not_active Expired - Fee Related
- 2003-12-12 WO PCT/DE2003/004111 patent/WO2004055357A1/en active Application Filing
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5238224A (en) * | 1992-08-20 | 1993-08-24 | Siemens Automotive L.P. | Dry coil |
US5634596A (en) * | 1994-06-01 | 1997-06-03 | Zexel Corporation | Fuel invasion preventer for solenoid fuel injection valve |
US5918818A (en) * | 1996-05-22 | 1999-07-06 | Denso Corporation | Electromagnetically actuated injection valve |
US5944053A (en) * | 1997-02-26 | 1999-08-31 | Ford Global Technologies, Inc. | Solenoid valve for heating systems |
US6764061B2 (en) * | 2001-06-28 | 2004-07-20 | Robert Bosch Gmbh | Solenoid valve for controlling an injection valve of an internal combustion engine |
US6848669B2 (en) * | 2001-09-04 | 2005-02-01 | Denso Corporation | Electromagnetic fluid controller |
Cited By (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070252100A1 (en) * | 2006-04-12 | 2007-11-01 | Mitsubishi Electric Corp. | Fuel injection valve |
US7559526B2 (en) * | 2006-04-12 | 2009-07-14 | Mitsubishi Electric Corp. | Fuel injection valve |
US20090267008A1 (en) * | 2007-09-14 | 2009-10-29 | Cummins Intellectual Properties, Inc. | Solenoid actuated flow control valve including stator core plated with non-ferrous material |
US20100007224A1 (en) * | 2008-07-08 | 2010-01-14 | Caterpillar Inc. | Precision ground stator assembly for solenoid actuator and fuel injector using same |
US8991783B2 (en) * | 2008-09-17 | 2015-03-31 | Hitachi Automotive Systems, Ltd. | Fuel injection valve for internal combustion engine |
US20110155103A1 (en) * | 2008-09-17 | 2011-06-30 | Hitachi Automotive Systems, Ltd. | Fuel Injection Valve for Internal Combustion Engine |
US8839765B2 (en) | 2009-03-17 | 2014-09-23 | Robert Bosch Gmbh | Apparatus for injecting fuel into the combustion chamber of an internal combustion engine |
US8436704B1 (en) * | 2011-11-09 | 2013-05-07 | Caterpillar Inc. | Protected powder metal stator core and solenoid actuator using same |
US20130113583A1 (en) * | 2011-11-09 | 2013-05-09 | Caterpillar, Inc. | Protected powder metal stator core and solenoid actuator using same |
US9947449B2 (en) | 2012-08-22 | 2018-04-17 | Continental Automotive Gmbh | Electromagnetic actuator, valve, and injection pump |
CN104033300A (en) * | 2014-06-19 | 2014-09-10 | 中国第一汽车股份有限公司无锡油泵油嘴研究所 | Fuel injection valve |
US20180291851A1 (en) * | 2015-10-15 | 2018-10-11 | Continental Automotive Gmbh | Fuel Injection Valve With An Anti Bounce Device |
US10731614B2 (en) * | 2015-10-15 | 2020-08-04 | Continental Automotive Gmbh | Fuel injection valve with an anti bounce device |
CN114635818A (en) * | 2022-03-09 | 2022-06-17 | 哈尔滨工程大学 | High-speed electromagnetic valve for realizing stable injection of common rail fuel injector by utilizing flexible hydraulic damping |
Also Published As
Publication number | Publication date |
---|---|
JP2006509964A (en) | 2006-03-23 |
EP1576277A1 (en) | 2005-09-21 |
US7354027B2 (en) | 2008-04-08 |
WO2004055357A1 (en) | 2004-07-01 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US6837221B2 (en) | Fuel injector with feedback control | |
US7354027B2 (en) | Bounce-free magnet actuator for injection valves | |
US6253736B1 (en) | Fuel injector nozzle assembly with feedback control | |
EP1851427B1 (en) | Common rail injector with active needle closing device | |
US7866577B2 (en) | Fuel injection valve | |
US7086614B2 (en) | Fuel injector | |
US5860597A (en) | Injection rate shaping nozzle assembly for a fuel injector | |
US6499467B1 (en) | Closed nozzle fuel injector with improved controllabilty | |
US7156368B2 (en) | Solenoid actuated flow controller valve | |
EP1081372B1 (en) | Fuel injection device | |
US6820858B2 (en) | Electromagnetic valve for controlling an injection valve of an internal combustion engine | |
US7850091B2 (en) | Fuel injector with directly triggered injection valve member | |
USRE34999E (en) | Hole type fuel injector and injection method | |
US6796543B2 (en) | Electromagnetic valve for controlling a fuel injection of an internal combustion engine | |
US5288025A (en) | Fuel injector with a hydraulically cushioned valve | |
JPH10266924A (en) | Pressure valve | |
JPH094747A (en) | Electromagnetic proportional type pressure valve | |
US6105879A (en) | Fuel injection valve | |
EP1604104B1 (en) | Control valve arrangement | |
JP2003172232A (en) | Injector with solenoid valve for controlling injection valve | |
JP2004519596A (en) | Fuel injection valve for internal combustion engine | |
EP1007839B1 (en) | Hydraulically actuated electronic fuel injection system | |
US6702207B2 (en) | Fuel injector control module with unidirectional dampening | |
US6517047B2 (en) | Control valve for a fuel injection nozzle | |
JP4038462B2 (en) | Fuel injection valve |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: ROBERT BOSCH GMBH, GERMANY Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:MENNICKEN, MICHAEL;BOLTZ, JOACHIM;REEL/FRAME:017261/0347 Effective date: 20041116 |
|
CC | Certificate of correction | ||
REMI | Maintenance fee reminder mailed | ||
LAPS | Lapse for failure to pay maintenance fees | ||
STCH | Information on status: patent discontinuation |
Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362 |
|
FP | Expired due to failure to pay maintenance fee |
Effective date: 20120408 |